EP1409855B1 - Brennkraftmaschine mit sekundärluftaufladung und verfahren zur regelung des sekundärluftladers - Google Patents

Brennkraftmaschine mit sekundärluftaufladung und verfahren zur regelung des sekundärluftladers Download PDF

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Publication number
EP1409855B1
EP1409855B1 EP01989440A EP01989440A EP1409855B1 EP 1409855 B1 EP1409855 B1 EP 1409855B1 EP 01989440 A EP01989440 A EP 01989440A EP 01989440 A EP01989440 A EP 01989440A EP 1409855 B1 EP1409855 B1 EP 1409855B1
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EP
European Patent Office
Prior art keywords
secondary air
temperature
turbine
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01989440A
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German (de)
English (en)
French (fr)
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EP1409855A1 (de
Inventor
Karl Ernst Hummel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mann and Hummel GmbH
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Mann and Hummel GmbH
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Filing date
Publication date
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Publication of EP1409855A1 publication Critical patent/EP1409855A1/de
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Publication of EP1409855B1 publication Critical patent/EP1409855B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/32—Arrangements for supply of additional air using air pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/14—Systems for adding secondary air into exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0283—Throttle in the form of an expander
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to an internal combustion engine with a secondary air charger, which is monitored by a sensor, according to the preamble of claim 1. Furthermore, the invention relates to a method for measuring the operating state according to the preamble of claim. 6
  • a Sekundär Kunststoffeinblassystem for an internal combustion engine which consists of a turbine unit 114 and a compressor 113.
  • the turbine is driven via a bypass line, which is arranged parallel to the throttle valve 115 in the intake tract.
  • In the bypass line to the turbine at least one throttle member 120 is further arranged.
  • the simultaneous adjustment of intake air flow and secondary air flow takes place through the interaction of throttle valve 115 and throttle 120.
  • This allows on the one hand, the performance of the turbine 114 and thus also promoted by the compressor 113 secondary air and on the other hand, the funded intake air flow as addition of the air flows through the throttle member 120th and adjust the throttle valve 115.
  • another drive for the compressor can be provided, for example an electric motor.
  • the complex processes of the internal combustion engine must be known. From this, the current air requirement in the intake tract of the internal combustion engine or in the exhaust system can be determined.
  • the air requirement of the internal combustion engine is z. B. from the load condition, but also from the desired mode, eg. B. the combustion of the fuel under oxygen excess or deficiency dependent.
  • secondary air z. B. initiated in the cold start phase of the engine. This is intended to oxidize incompletely burnt exhaust components and, in addition, the downstream catalytic converter in the exhaust system due to this exothermic reaction Warm up.
  • the cold start phase on the one hand the emission of pollutants is reduced, on the other hand the cold start phase is shortened, since the catalyst comes into effect earlier by the heating.
  • EP 800 618 B1 a method is disclosed according to which the amount of air delivered by the secondary air pump is determined by an air mass sensor, the determined value being used to control the secondary air pump.
  • the use of air mass sensors has significant disadvantages. First, these meters are quite expensive, which suffers the economics of the proposed solution. On the other hand, there is a high sensitivity to contamination, whereby the determined air mass values can be falsified. This has a direct effect on the desired exhaust gas result of the internal combustion engine to be achieved.
  • the object of the invention is therefore to provide a monitoring device or a method for their operation, which is suitable for a built-in internal combustion engine secondary air charger, is economical to manufacture and reliable in operation. This object is solved by the features of claims 1 and 2 and the claims 6 to 8.
  • the internal combustion engine according to the invention is equipped in a known manner with a secondary air charger. This promotes the secondary air directly into the exhaust system, whereby the advantages already described for the operation of the catalyst also provided in the exhaust system can be achieved. Furthermore, a sensor is provided which generates a measurement signal which is suitable for determining the delivery rate of secondary air.
  • the invention is characterized in that this sensor consists of a temperature sensor. This is arranged so that it with the air behind the compressor communicates that means the temperature of this air can measure. It is advantageous to place the temperature sensor as close as possible behind the compressor outlet. For example, it may be mounted within the connection line located between the secondary air charger and the exhaust system to supply the secondary air upstream of the catalyst.
  • the temperature sensor may also be mounted, for example, at the turbine outlet. The sensor detects the temperature, which has the relaxed by the turbine intake air.
  • the measuring principle according to the invention makes use of the circumstance that an increase in temperature has to be recorded in the air compressed by the secondary air charger. Accordingly, on the other hand, the temperature of the intake air expanded by the turbine decreases. This makes it possible to establish a direct relationship between the temperature increase or decrease and the amount of air delivered by the secondary air charger. The measured temperature values can therefore be evaluated with regard to the delivery rate of the secondary air charger and thus enable its control or regulation.
  • An advantageous embodiment of the invention results if the temperature drop at the turbine and the temperature increase at the compressor are simultaneously measured. This results in a temperature difference, the amount is higher than in the measurement of only one of these two values. This makes more accurate statements about the delivery rate of the secondary air charger possible.
  • a temperature sensor can advantageously be provided in front of the turbine or the compressor. In this way, the current temperature difference at the compressor or on the turbine can be determined at any time. This also improves the accuracy of the current measurement result. However, as explained in more detail in connection with the method for operating the secondary air charger, such an additional temperature sensor is not absolutely necessary.
  • a method for monitoring the secondary air injection is claimed in the exhaust system of an internal combustion engine. This is particularly suitable to be used in the already described direction for secondary air introduction to the application.
  • the method has three different configurations.
  • the heating of the secondary air which takes place by the compression of the secondary air, measured, for which purpose at least one temperature sensor on the side of the compressor output is necessary.
  • the temperature sensor is mounted on the output side of the turbine of the secondary air charger, whereby a temperature reduction of the expanded air is to be measured.
  • the process of secondary air injection takes place after the cold start of the engine within the first hundred operating seconds. Therefore, it is possible to use the respective temperature sensors used on the output sides of turbine or compressor also for measuring the comparison signal, which results in the temperature increase or decrease.
  • the secondary air charger can be assumed that the temperature of the ambient air, so the secondary air sucked or intake air for the engine does not change significantly. Therefore, it is possible to dispense with the second sensor for determining a comparison signal.
  • the second sensor can be provided, whereby a higher accuracy of the measured values can be achieved.
  • the method for monitoring the secondary air injection can also be used to make further statements regarding the function of the secondary air charger. In this case, the second temperature sensor may be useful.
  • a conceivable statement about the function of the secondary air charger is, for example, the detection of malfunctions.
  • the achievable speed would drop, as a result of which the required delivery rate could no longer be achieved. This would be noticeable for example by not reaching the expected temperature difference at the secondary air charger and could be passed as an error signal to the engine control.
  • An alternative method using two temperature sensors provides that one temperature sensor is provided for the expanded intake air behind the turbine and for the compressed secondary air behind the compressor. During operation of the secondary air charger, the temperature will fall behind the turbine and the temperature behind the compressor will increase. In this way, the temperature difference achieved can be evaluated. In terms of amount, this is above the individual measured values of the two sensors, which makes it easier to resolve the measurement result. In addition, the temperature difference thus measured is substantially independent of the original one Temperature of the intake ambient air, since with a shift in the temperature of the ambient air takes place only a parallel displacement of the two measured values on the temperature axis.
  • Another embodiment of the measurement method includes the evaluation of the temporal change of the measurement results.
  • the temperature gradient over the time ⁇ T / ⁇ t can be determined.
  • both the finally reached temperature levels can be consulted, as well as possibly a determined temperature gradient.
  • malfunctions of the secondary air charger can be determined.
  • bearing wear could cause the secondary air charger to fail to reach rated speed.
  • the temperature level of the nominal operating state would no longer be achieved, which could be indicated by a corresponding evaluation logic.
  • the secondary air charger may be necessary, for example, if this takes on additional tasks in addition to the secondary air injection in the cold start phase of the engine.
  • the secondary air charger can be used to feed fresh air into the exhaust pipe for desulfating the exhaust catalyst.
  • Other required air volumes can be set via the control.
  • FIG. 1 an embodiment is shown, which is to get along with a minimum amount of components.
  • An internal combustion engine 10 is provided, which is equipped with an intake tract 11 and an exhaust system 12.
  • the intake tract is at least one air filter 13 and a throttle valve 14.
  • the exhaust system is equipped with a catalyst 15. Behind the air filter 13 and in front of the throttle valve 14 branches off a bypass line 16, which is supplied to the intake manifold 11 behind the throttle again.
  • a throttle body 24 is provided in the bypass line 16, which is driven by a bypass air flow 19.
  • the turbine is mechanically coupled to a compressor 20 which delivers a secondary air stream 21 in a secondary air line 22, thus forming a secondary air charger 27.
  • the secondary air line opens into feeds 23 of the exhaust system 12 upstream of the catalyst 15.
  • a check valve 17 which provides a reflux of hot exhaust gas through this line, provided.
  • the flow directions of an intake air flow 24 of the bypass air flow 19 and the secondary air flow 21 and the exhaust gas 25 are indicated by arrows along the lines.
  • FIGS. 1 and 2 different measuring arrangements for the temperature in front of and behind the turbine and the compressor are arranged in FIGS. 1 and 2, which are to be explained in more detail below. Insofar as these measuring arrangements do not relate to the turbine according to FIG. 1, these measuring arrangements are likewise applicable to both illustrated systems according to FIGS. 1 and 2, even if they are described only in the context of the respective one figure.
  • a temperature sensor 28 is arranged at the outlet of the turbine 18 and a temperature sensor 29 is arranged at the outlet of the compressor 20.
  • a controller 30 which evaluates the measurement signals.
  • a difference between the two measured temperatures is formed, so that the output temperature, which is present both at the compressor inlet and at the turbine inlet, can be disregarded.
  • the controller 30 has an influence on the throttle element 24 in order to be able to set a corresponding secondary air flow as a function of the measurement result of the temperature sensors 28, 29.
  • the fact is used that the capacity of the compressor 20 depends on the passage of air through the turbine 18.
  • the temperature sensor 29 is likewise provided at the outlet of the compressor 20.
  • a further temperature sensor 31 is provided at the input of the compressor 20.
  • these temperature sensors correspond to the controller 30.
  • the controller 30 communicates with a motor controller 32, in which way additional data on the operating state of the internal combustion engine can be evaluated.
  • the determined data on the secondary air flow can be evaluated by the engine control.
  • the engine control communicates in the manner indicated with the internal combustion engine.
  • the controller 30 and the motor controller 32 can also be combined in one unit.
  • the temperature profile of the delivered air of a secondary air charger can be seen, which is driven by a turbine.
  • the temperature profile of a secondary air charger with conventional drive corresponds to the uppermost set of curves X 1 , so that this diagram is also applicable to this case.
  • Starting from the ambient temperature T 0 follows in the compressor by promoting the secondary air heating. The more air that is pumped through the compressor, the stronger the heating. This is indicated by the family of curves X 1 .
  • a temperature range T V is indicated by the various defined operating states of the compressor in which it is operated.
  • a comparable temperature profile results for the turbine, except that a reduction in the temperature T 0 occurs due to the relaxation of the intake air in the turbine. This results in the family of curves X 2 and a temperature range T T in which the turbine can be operated.
  • the change in temperature must be determined in relation to T 0 .
  • This temperature is indicated by a dashed line, which is normally parallel to the time axis.
  • a first possibility of the measurement is indicated at time t 2 .
  • the turbine and compressor have started up so that ⁇ T V can be measured as the temperature level at the compressor. in the same way ⁇ T T can be measured with respect to the turbine.
  • the temperature gradient ⁇ T / ⁇ t can also be measured at time t 1 . This is indicated in the diagram only for the compressor. It turns out that the higher the final temperature level, the steeper the gradient becomes. Therefore, at an earlier point in time than t 2 , a statement about the temperature level once reached can already be made.
  • the determination of the temperature gradient has the advantage that an evaluable result is present at an earlier time after the start of the secondary air charger.
  • a temperature is shown in phantom in the diagram, which leads to a malfunction of the secondary air charger. This can occur, for example, during a bearing damage to the secondary air charger.
  • a temperature value ⁇ T error is determined, which leads to the output of an error signal in the controller.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
EP01989440A 2000-12-22 2001-11-07 Brennkraftmaschine mit sekundärluftaufladung und verfahren zur regelung des sekundärluftladers Expired - Lifetime EP1409855B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10064481A DE10064481A1 (de) 2000-12-22 2000-12-22 Brennkraftmaschine mit Sekundärluftaufladung und Verfahren zur Regelung des Sekundärluftladers
DE10064481 2000-12-22
PCT/EP2001/012848 WO2002052130A1 (de) 2000-12-22 2001-11-07 Brennkraftmaschine mit sekundärluftaufladung und verfahren zur regelung des sekundärluftladers

Publications (2)

Publication Number Publication Date
EP1409855A1 EP1409855A1 (de) 2004-04-21
EP1409855B1 true EP1409855B1 (de) 2006-01-18

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EP01989440A Expired - Lifetime EP1409855B1 (de) 2000-12-22 2001-11-07 Brennkraftmaschine mit sekundärluftaufladung und verfahren zur regelung des sekundärluftladers

Country Status (7)

Country Link
US (1) US6883323B2 (ja)
EP (1) EP1409855B1 (ja)
JP (1) JP4107422B2 (ja)
AT (1) ATE316199T1 (ja)
BR (1) BR0117069A (ja)
DE (2) DE10064481A1 (ja)
WO (1) WO2002052130A1 (ja)

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Also Published As

Publication number Publication date
US6883323B2 (en) 2005-04-26
US20040159312A1 (en) 2004-08-19
EP1409855A1 (de) 2004-04-21
JP4107422B2 (ja) 2008-06-25
DE50108768D1 (de) 2006-04-06
WO2002052130A1 (de) 2002-07-04
JP2004516417A (ja) 2004-06-03
DE10064481A1 (de) 2002-07-04
ATE316199T1 (de) 2006-02-15
BR0117069A (pt) 2006-01-24

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